Suspension system and steering capabilities

ABSTRACT

Some embodiments may provide a suspension unit that may include a rail having a longitudinal axis, a sliding member slidably connected to the rail, and shock absorption and springing means adapted to damp motions and support forces along the longitudinal axis of the rail, wherein, the rail and the sliding member are shaped to have transverse cross-sectional profiles that prevent a rotational movement of the sliding member with respect to the rail about the longitudinal axis of the rail. In some embodiments, the suspension unit may be part of an in-wheel system further including at least a steering unit.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/975,744, filed on Aug. 26, 2020, which is a National PhaseApplication of PCT International Application No. PCT/IL2020/050446,International Filing Date Apr. 16, 2020, claiming the benefit of U.S.Provisional Patent Application No. 62/835,230, filed Apr. 17, 2019,which are hereby incorporated by reference.

FIELD OF THE INVENTION

The present invention relates to the field of suspension systems, andmore particularly, to suspension systems having a sliding member.

BACKGROUND OF THE INVENTION

Early vehicles, for example those from the beginning of the 20^(th)century, incorporated suspension systems of “sliding pillar” or of“sliding axle” type. These suspension systems typically included adamper unit that was adapted to slide on a circular slider and utilizeda frictional bushing(s) for enabling the sliding thereof. In thesevehicles, a steering axis (e.g., an axis about which the wheel may turnto steer the vehicle) typically was aligned with an axis of the damperunit.

SUMMARY OF THE INVENTION

Some embodiments of the present invention may provide a sliding pillarsuspension unit, the suspension unit may include: a rail having alongitudinal axis; a sliding member slidably connected to the rail; andshock absorption and springing means adapted to damp motions and supportforces along the longitudinal axis of the rail; wherein, the rail andthe sliding member are shaped to have transverse cross-sectionalprofiles that prevent a rotational movement of the sliding member withrespect to the rail about the longitudinal axis of the rail.

In some embodiments, at least a portion of the transversecross-sectional profiles of the rail and the sliding member is apolygonal.

In some embodiments, at least a portion of the transversecross-sectional profiles of the rail and the sliding member isasymmetric about longitudinal axes thereof.

In some embodiments, the suspension unit may include roller bearingsdisposed within cavities on at least some of inner lateral surfaces ofthe sliding member.

In some embodiments, the suspension unit may include bearing adjustingpins adapted to be screwed into the cavities, wherein a shape and ameasure of screwing of the bearing adjusting pins into the cavitiesdictate at least one of a position and an alignment of the rollerbearings within the cavities.

In some embodiments, the shock absorption and springing means mayinclude a spring-loaded shock absorber.

In some embodiments, the spring-loaded shock absorber is disposed withinthe rail.

In some embodiments, the spring-loaded shock absorber is connected atits first end to the rail and connected at its second to the slidingmember using one or more pins adapted to slide within corresponding oneor more slots on one or more lateral surfaces of the rail.

In some embodiments, the one or more slots are sealed with one or moreflexible sleeves.

In some embodiments, the shock absorption and springing means are due toa magnetic force generatable between the sliding member and the rail.

In some embodiments, the rail is adapted to be connected to a wheel of avehicle and the sliding member is adapted to connected to a referenceframe of a vehicle.

In some embodiments, the rail is adapted to be connected to a referenceframe of a vehicle and the sliding member is adapted to be connected toa wheel of a vehicle.

In some embodiments, the longitudinal axis of the rail is curved and thesliding member is adapted to slide on the rail along the curvedlongitudinal axis.

In some embodiments, at least a portion of at least one of the rail andthe sliding member are adapted to be disposed within a rim of a wheelwhen a wheel is assembled into the suspension unit.

In some embodiments, the rail and the sliding member are adapted to bedisposed external to a rim of a wheel and adjacent thereto when a wheelis assembled into the suspension unit.

Some embodiments of the present invention may provide an in-wheel systemfor a wheel of a vehicle, the system may include: a wheel interfaceadapted to rotatably support the wheel of the vehicle; a suspension unitthat may include: a rail having a longitudinal axis; a sliding memberslidably connected to the rail; and shock absorption and springing meansadapted to damp motions and support forces along the longitudinal axisof the rail; wherein, the rail and the sliding member are shaped to havetransverse cross-sectional profiles that prevent a rotational movementof the sliding member with respect to the rail about the longitudinalaxis of the rail; and a steering unit disposed between the suspensionunit and the wheel interface and adapted to steer the wheel interfaceabout a steering axis, wherein the steering axis is offset from thelongitudinal axis of the rail towards the wheel interface.

In some embodiments, at least a portion of the steering unit is adaptedto be disposed within a rim of the wheel when the wheel is assembledinto the system.

In some embodiments, the steering unit may include two pivoting membersconnected to the suspension unit and to the wheel interface, thepivoting members define the steering axis and are adapted to enablerotation of the wheel interface about the steering axis and with respectto the suspension unit.

In some embodiments, the pivoting members are connected to the rail ofthe suspension unit.

In some embodiments, the pivoting members are connected to the slidingmember of the suspension unit.

In some embodiments, the steering unit may include a steering mechanisminterface connected to at least one of the pivoting members and adaptedto be connected to a steering mechanism, the steering mechanisminterface is adapted to turn the pivoting members and the wheelinterface connected thereto with respect to the suspension unit andabout the steering axis.

In some embodiments, the system may include a steering mechanism, thesteering mechanism may include: a steering motor connected to a sprungmass of the suspension unit and adapted to generate rotational motions;a steering rod connected to the steering motor using a first gearassembly, the first gear assembly is configured to transmit rotationalmotions from the steering motor to the steering rod; and a second gearassembly adapted to transmit the rotational motions from the steeringrod to a gear of at least one of the pivoting members to turn the wheelinterface connected to the pivoting members about the steering axis withrespect to the suspension unit.

In some embodiments, the steering rod and the first gear assembly areadapted to enable sliding of the first gear assembly on the steering rodwhen the sliding member slides on the rail, while yet transmitting therotational motions generated by the steering motor to the steering rod.

In some embodiments, the second gear assembly may include a worm gear.

In some embodiments, the steering rod is parallel to the longitudinalaxis.

In some embodiments, the steering rod is telescopic.

In some embodiments, the sprung mass of the suspension unit is the railthereof.

In some embodiments, the sprung mass of the suspension unit is thesliding member thereof.

In some embodiments, the steering unit may include a frameless motorconnected to the suspension unit and the wheel interface and adapted torotate the wheel interface with respect to the suspension unit about thesteering axis.

In some embodiments, the frameless motor may include: a stator connectedto the suspension unit and the wheel interface; and a rotor adapted torotate the stator.

In some embodiments, a rotation axis of the rotor coincides with thesteering axis.

In some embodiments, the frameless motor is connected to the rail of thesuspension unit.

In some embodiments, the frameless motor is connected to the slidingmember of the suspension unit.

In some embodiments, the steering unit may include at least one pair ofarms, each pair may include a first arm and a second arm pivotallyconnected at their first ends to the wheel interface and pivotallyconnected at their second ends to the suspension unit.

In some embodiments, the first arm and the second arm are pivotallyconnected to the rail of the suspension system.

In some embodiments, the first arm and the second arm are pivotallyconnected to the sliding member of the suspension system.

In some embodiments, the first arm and the second arm are set acrosseach other and define a dynamic steering axis at a virtual intersectiontherebetween such that the dynamic steering axis may move with respectto the suspension unit when the wheel interface changes its steeringangle relative the suspension unit.

In some embodiments, the system may include a braking unit, the brakingunit may include a brake actuator connected to the wheel interface.

In some embodiments, the braking unit may include a brake fluidreservoir in fluid communication with the brake actuator, the brakefluid reservoir is connected to the sliding member of the suspensionunit.

In some embodiments, the braking unit is a brake-by-wire unit.

In some embodiments, the braking unit may include a controllerconfigured to control the braking of the wheel interface by the brakeactuator.

In some embodiments, the system may include a traction unit, thetraction unit may include: a traction motor; and a shaft adapted totransmit rotations from the traction motor to a wheel hub rotatablysupported by the wheel interface.

In some embodiments, the traction motor is connected to the suspensionunit.

In some embodiments, the traction motor is connected to the wheelinterface.

In some embodiments, at least a portion of the transversecross-sectional profiles of the rail and the sliding member is at leastone of: a polygonal and asymmetric about longitudinal axes thereof.

In some embodiments, the suspension unit may include roller bearingsdisposed within cavities on at least some of inner lateral surfaces ofthe sliding member; and bearing adjusting pins adapted to be screwedinto the cavities, wherein a shape and a measure of screwing of thebearing adjusting pins into the cavities dictate at least one of aposition and an alignment of the roller bearings within the cavities.

In some embodiments, the shock absorption and springing means mayinclude a spring-loaded shock absorber disposed within the rail; and thespring-loaded shock absorber is connected at its first end to the railand connected at its second to the sliding member using one or more pinsadapted to slide within corresponding one or more slots on one or morelateral surfaces of the rail.

In some embodiments, the longitudinal axis of the rail is curved and thesliding member is adapted to slide on the rail along the curvedlongitudinal axis.

In some embodiments, at least a portion of at least one of the rail andthe sliding member are adapted to be disposed within a rim of a wheelwhen a wheel is assembled into the suspension unit.

In some embodiments, the rail and the sliding member are adapted to bedisposed external to a rim of a wheel and adjacent thereto when a wheelis assembled into the suspension unit.

These, additional, and/or other aspects and/or advantages of the presentinvention are set forth in the detailed description which follows;possibly inferable from the detailed description; and/or learnable bypractice of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of embodiments of the invention and to showhow the same can be carried into effect, reference will now be made,purely by way of example, to the accompanying drawings in which likenumerals designate corresponding elements or sections throughout.

In the accompanying drawings:

FIGS. 1A, 1B and 1C are schematic illustrations of an embodiment of asuspension unit and of a wheel assembled into the suspension unit,according to some embodiments of the invention;

FIGS. 2A, 2B, 2C and 2D are schematic illustrations of an embodiment ofa suspension unit, according to some embodiments of the invention;

FIG. 3A is a schematic illustration of an embodiment of an in-wheelsystem with suspension and steering capabilities, according to someembodiments of the invention;

FIGS. 3B and 3C are schematic illustrations of an embodiment of anin-wheel system with suspension and steering capabilities and of a wheelassembled into in-wheel system, according to some embodiments of theinvention;

FIG. 3D is a schematic illustration of an embodiment of an in-wheelsystem with traction capabilities, according to some embodiments of theinvention;

FIG. 4A is a schematic illustration of an embodiment of an in-wheelsystem with suspension and steering capabilities, according to someembodiments of the invention;

FIGS. 4B, 4C, 4D and 4E are schematic illustrations of a suspension unitfor an in-wheel system with suspension and steering capabilities,according to some embodiments of the invention.

FIGS. 4F, 4G and 4H are schematic illustrations of a steering unit foran in-wheel system with suspension and steering capabilities, accordingto some embodiments of the invention;

FIGS. 4I, 4J, 4K, 4L and 4M are schematic illustrations of a steeringmechanism for an in-wheel system with suspension and steeringcapabilities, according to embodiments of the invention;

FIGS. 5A, 5B, 5C, 5D, 5E and 5F are schematic illustrations of anin-wheel system with suspension and steering capabilities and of a wheelassembled into in-wheel system, according to some embodiments of theinvention;

FIGS. 6A, 6B and 6C are schematic illustrations of an embodiment of anin-wheel system with suspension and steering capabilities and of a wheelassembled into in-wheel system, according to some embodiments of theinvention;

FIGS. 7A, 7B and 7C are schematic illustrations of an embodiment of anin-wheel system with suspension and steering capabilities and of a wheelassembled into in-wheel system, according to some embodiments of theinvention; and

FIG. 8 is a schematic illustration of an embodiment of an in-wheelsystem with suspension and steering capabilities and of a wheelassembled into in-wheel system, according to some embodiments of theinvention.

It will be appreciated that, for simplicity and clarity of illustration,elements shown in the figures have not necessarily been drawn to scale.For example, the dimensions of some of the elements may be exaggeratedrelative to other elements for clarity. Further, where consideredappropriate, reference numerals may be repeated among the figures toindicate corresponding or analogous elements.

DETAILED DESCRIPTION OF THE INVENTION

In the following description, various aspects of the present inventionare described. For purposes of explanation, specific configurations anddetails are set forth in order to provide a thorough understanding ofthe present invention. However, it will also be apparent to one skilledin the art that the present invention can be practiced without thespecific details presented herein. Furthermore, well known features canhave been omitted or simplified in order not to obscure the presentinvention. With specific reference to the drawings, it is stressed thatthe particulars shown are by way of example and for purposes ofillustrative discussion of the present invention only and are presentedin the cause of providing what is believed to be the most useful andreadily understood description of the principles and conceptual aspectsof the invention. In this regard, no attempt is made to show structuraldetails of the invention in more detail than is necessary for afundamental understanding of the invention, the description taken withthe drawings making apparent to those skilled in the art how the severalforms of the invention can be embodied in practice.

Before at least one embodiment of the invention is explained in detail,it is to be understood that the invention is not limited in itsapplication to the details of construction and the arrangement of thecomponents set forth in the following description or illustrated in thedrawings. The invention is applicable to other embodiments that can bepracticed or carried out in various ways as well as to combinations ofthe disclosed embodiments. Also, it is to be understood that thephraseology and terminology employed herein is for the purpose ofdescription and should not be regarded as limiting.

Some embodiments of the present invention may provide a suspensionsystem for a wheel of a vehicle. The suspension system may include asuspension unit. For example, the suspension unit may be a slidingpillar suspension unit. The suspension unit may include a sliding memberslidably coupled to a longitudinal rail. The longitudinal rail and/orthe sliding member may be shaped to prevent a rotational movement of thesliding member about a longitudinal axis of the suspension unit.

The suspension unit may be adapted to be connected to a reference frame(e.g., a chassis) of the vehicle and may be adapted to damp and absorbshocks and/or motions resulted from, for example, bumps or potholes inthe road, and/or to support a weight of the vehicle along a longitudinalaxis (or substantially along the longitudinal axis) of the suspensionunit. In some embodiments, at least a portion of the suspension unit maybe adapted to be located within a rim of the wheel. In some embodiments,the longitudinal axis of the suspension unit may be curved. This may,for example, allow a curved movement of the wheel.

In some embodiments, the suspension system may include a wheel interfaceand a wheel hub. The wheel interface may be adapted to rotatably supportthe wheel hub and may be adapted to be connected to the suspension unit.

Some embodiments of the present invention may provide an in-wheelsystem. The in-wheel system may include a suspension unit (e.g., slidingpillar suspension unit described herein) and a steering unit. In someembodiments, the steering unit may be coupled to the suspension unit. Insome embodiments, the steering unit may be decoupled of the suspensionunit. Various embodiments of the steering unit may be used. Someexamples of the steering unit are described below.

Reference is now made to FIGS. 1A, 1B and 1C, which are schematicillustrations of an embodiment of a suspension system 100 and of a wheel90 assembled into a suspension system 100, according to some embodimentsof the invention.

FIG. 1A shows a schematic top view of suspension system 100. FIG. 1Bshows a schematic side view of suspension system 100. FIG. 1C shows aschematic longitudinal cross-sectional view of suspension system 100.

Suspension system 100 may include a suspension unit 110. Suspension unit110 may be adapted to be connected to a reference frame 80 of a vehicleand to a wheel 90. Reference frame 80 may be, for example, a chassis ofthe vehicle. Suspension unit 110 may be adapted to damp and absorbshocks and motions resulting from, for example, bumps or potholes in theroad. Suspension unit 110 may be further adapted to withstand lateralforces applied thereon (e.g., forces in longitudinal and/or sidedirections of the vehicle). Suspension unit 110 may be further adaptedto support a weight of the vehicle along a longitudinal axis 111 (orsubstantially along a longitudinal axis 111) thereof (e.g., whereinlongitudinal axis 111 is parallel, or substantially parallel to avertical axis of the vehicle).

In some embodiments, suspension unit 110 may be adapted to be connectedto reference frame 80 such that longitudinal axis 111 of suspension unit110 is perpendicular (or substantially perpendicular) to the groundsurface/road on which the wheel may turn (e.g., such that longitudinalaxis 111 is parallel or substantially parallel to the vertical axis ofthe vehicle). In some embodiments, suspension unit 110 may be adapted tobe connected to reference frame 80 such that longitudinal axis 111 ofsuspension unit 110 is perpendicular (or substantially perpendicular) towheel hub rotation axis 104 a about which a wheel hub 104 of suspensionsystem 100 may rotate.

Suspension unit 110 may include a sliding member 112 and a rail 114. Alongitudinal axis of rail 114 may coincide with longitudinal axis 111 ofsuspension unit 110. In some embodiments, sliding member 112 may beadapted to be connected to reference frame 80 of the vehicle and rail114 may be adapted to be connected to wheel 90. In some embodiments,rail 114 may be adapted to be connected to reference frame 80 of thevehicle and sliding member 112 may be adapted to be connected to wheel90. Sliding member 112 may be adapted to slide on rail 114.

In some embodiments, suspension system 100 may include a wheel interface102 and a wheel hub 104. Wheel interface 102 may be adapted to rotatablysupport wheel hub 104 and to enable rotation of wheel hub 104 about awheel hub rotation axis 104 a. In some embodiments, wheel hub rotationaxis 104 a may be perpendicular (or substantially perpendicular) tolongitudinal axis 111 of suspension unit 110. In various embodiments,rail 114 may be connected to wheel interface 102 (e.g., using one ormore connectors 103 as shown in FIGS. 1A, 1B and 1C). In variousembodiments, sliding member 112 or rail 114 may be connected to wheelinterface 102. Connection of rail 114 to wheel 90 (e.g., which is anun-sprung mass) and of sliding member 112 to reference frame 80 of thevehicle (e.g., which is a sprung mass) may enable to maximize a travelof sliding member 112 along rail 114. For example, in embodiments ofFIGS. 1A and 1B, sliding member 112 may potentially slide along anentire length of rail 114. In this manner, suspension unit 110 may, forexample, enable to minimize forces transferred to reference frame 80 ofthe vehicle and to maximize a comfort of the passengers in the vehicle.

Rail 114 and/or sliding member 112 may be shaped to prevent a rotationalmovement of sliding member 112 about a longitudinal axis 111 ofsuspension unit 110. For example, transverse cross-sectional profile ofrail 114 and sliding 112 may have a general polygonal shape (e.g.,square, hexagonal, pentagonal, etc.). The shape of the transversecross-sectional profile of sliding element 112 and of rail 114 may beselected to, for example, withstand the specified regime of forcesexpected to be applied onto suspension unit 110.

In some embodiments, transverse cross-sectional profile of at least oneof rail 114 and sliding 112 may have a general oblique shape. This may,for example, prevent a rotational movement of sliding member 112 about alongitudinal axis 111 of suspension unit 110.

In various embodiments, one or more protruding surfaces may be shaped,or added, at one or more of outside surface of rail 114 facing slidingmember 112 and/or at one or more of inside surfaces of sliding member112 facing rail 114. This may, for example, prevent a rotationalmovement of sliding member 112 about a longitudinal axis 111 ofsuspension unit 110.

Suspension unit 110 may include a shock absorption means 116 andspringing means 118 (e.g., as shown in FIG. 1C). Shock absorption means116 may, for example, include a telescopic shock absorber (e.g.,damper). Springing means 118 may, for example, include a spring.

In some embodiments, shock absorption means 116 and springing means 118may be mounted within rail 114 (e.g., as shown in FIG. 1C). Shockabsorption means 116 may be connected to sliding member 112 and to rail114 while enabling sliding of sliding member 112 on rail 114. Shockabsorption means 116 may be adapted to damp and absorb shocks andmotions resulting from, for example, bumps or potholes in the road,e.g., by means of converting the relative movement of sliding member 112with respect to rail 114 into energy that is dampened and/orabsorbed/dissipated in the damping means.

Springing means 118 may be adapted to support a weight of the vehiclealong longitudinal axis 111 (or substantially along longitudinal axis111) of suspension unit 110, e.g., by changing a length of springingmeans 118 and introducing supporting forces (e.g., a preload force)between sliding member 112 and rail 114.

In some embodiments, the shock absorption and springing may be due to amagnetic force generatable between sliding member 112 and rail 114 ofsuspension unit 110. The magnetic force may be set to define anoperational profile of suspension unit 110 (e.g., resistance to linearmovements, damping rate, pre-load, etc.). In some embodiments,suspension unit 110 may include an electrical generation circuit. Insome embodiments, the electrical generation circuit may generateelectrical current by absorbing vibrations induced by interactionbetween sliding member 112 and rail 114. In some embodiments, theelectrical generation circuit may be electrically connected to a batteryand is used to charge the battery. In some embodiments, the battery maybe integrated in suspension system 110.

In some embodiments, rail 114 may be at least partially curved and mayconstruct a curved longitudinal axis 111. Curved longitudinal axis 111may, for example, allow dynamic behavior of wheel 90, with an arcuatevertical travel.

In some embodiments, suspension unit 110 may be adapted to be locatedexternal to a rim 92 of a wheel 90 of the vehicle and adjacent thereto(e.g., as shown in FIGS. 1A and 1B). In other embodiments, at least aportion suspension unit 110 may be located within rim 92 of wheel 90. Ingeneral, a protrusion distance to which suspension unit 110 may protrudefrom rim 92 of wheel 90 may be dictated by dimensions (e.g., length,diameter) of shock absorption means 116 and springing means 118, whichin turn may be dictated by an application of suspension unit 110. Inother examples, a protrusion distance to which suspension unit 110 mayprotrude from rim 92 of wheel 90 may be dictated by the size andlocation of a steering unit adapted to steer wheel 90 (e.g., asdescribed hereinbelow). For example, the protruding distance may be nomore than 25% of a diameter of rim 92.

It is noted that suspension unit 110 may include other elements as well,for example in addition to or instead of the spring-loaded telescopicdamper as shown in FIG. 1C. For example, suspension unit 110 may includepneumatic spring, rotary damper and the like.

In some embodiments, a maximal distance between reference frame 80 andwheel hub 104/wheel interface 102 may be smaller than a maximalsubstantially vertical linear movement of wheel hub 104/wheel interface102. For example, the distance between reference frame 80 and wheel hub104/wheel interface 102 may be smaller than 70% (e.g., smaller than 70%,30%, etc.) of a maximal substantially vertical linear movement of wheelhub 104/wheel interface 102.

In some embodiments, a maximal substantially vertical length ofsuspension unit 110 may be smaller than a maximal distance betweenreference frame 80 and wheel hub 104/wheel interface 102. In someembodiments, a maximal substantially vertical length of suspension unit110 may be smaller than the diameter of the rim of the wheel.

It is to be noted that the dimensions thereof may be larger or smallerand may depend on the dimensions of the rim and/or required range ofsubstantially vertical linear movement of wheel hub 104/wheel interface102.

Reference is now made to FIGS. 2A, 2B, 2C and 2D, which are schematicillustrations of an embodiment of a suspension unit 210, according tosome embodiments of the invention.

FIGS. 2A, 2B and 2D show different perspective views of suspension unit210 and FIG. 2C shows a longitudinal cross-sectional view of suspensionunit 210. Suspension unit 210 may be similar to suspension unit 110described above with respect to FIGS. 1A, 1B and 1C.

According to some embodiments, suspension unit 210 may include a slidingmember 212 and a rail 214. For example, sliding member 212 and rail 214may be such as sliding member 112 and rail 114, respectively, asdescribed above with respect to FIGS. 1A and 1B.

In some embodiments, suspension unit 210 may be adapted to be connectedto reference frame 80 such that a longitudinal axis 211 of suspensionunit 210 is perpendicular (or substantially perpendicular) to the groundsurface/the road. A longitudinal axis of rail 214 may coincide withlongitudinal axis 211 of suspension unit 210. In some embodiments,suspension unit 210 may be adapted to be connected to reference frame 80such that longitudinal axis 211 of suspension unit 210 is parallel (orsubstantially parallel) to a wheel rotation plane in which wheel 90 mayrotate when assembled into suspension unit 210. For example, the wheelrotation plane may be defined by a wheel interface of a suspensionsystem.

Suspension unit 210 may be adapted to withstand a specified regime offorces that are expected to be applied onto suspension unit 210. Suchforces may, for example, include lateral forces, e.g., forces indirections that are perpendicular to longitudinal axis 211 of suspensionunit 210. In some embodiments, a shape of transverse cross-sectionalprofiles of sliding element 212 and of rail 214 of suspension unit 210may be selected to withstand the specified regime of forces. In general,the transverse cross-sectional profiles of sliding element 212 and ofrail 214 may have any polygonal shape. The shape of the transversecross-sectional profile of sliding element 212 and of rail 214 may beselected to, for example, withstand the specified regime of forcesexpected to be applied onto suspension system 200/suspension unit 210.

For example, sliding element 212 and rail 214 may have hexagonal orpentagonal shape of transverse cross-sectional profiles to withstandforces from various directions that are perpendicular to longitudinalaxis 211 of suspension unit 210 (e.g., as shown in FIGS. 2A and 2B) orrotational forces acting about longitudinal axis of the suspension unit210, while enabling free sliding of sliding element 212 along rail 214.

In another example, sliding element 212 and rail 214 may have squareshape of transverse cross-sectional profiles to withstand forces frommain directions that are perpendicular to longitudinal axis 211 (e.g.,applied from a front-rear direction and a side-side direction of thevehicle).

In some embodiments, the shape of transverse cross-sectional profiles ofsliding element 212 and rail 214 may be asymmetric about longitudinalaxis 211 of suspension unit 210 to withstand forces from variousdirections that are perpendicular to longitudinal axis 211, according tothe predetermined specifications.

In some embodiments, the shape of transverse cross-sectional profiles ofsliding element 212 and rail 214 may be selected to prevent a rotationof sliding element 212 and of rail 214 with respect to each other aboutlongitudinal axis 211 of suspension unit 210.

According to some embodiments, suspension unit 210 may include a shockabsorption means 216 and a springing means 218. For example, shockabsorption means 216 and springing means 218 may be such as shockabsorption means 116 and springing means 118, respectively, describedabove with respect to FIGS. 1A and 1B.

In some embodiments, suspension unit 210 may include a telescopic damper(e.g., shock absorption means 216) loaded with a spring (e.g., springingmeans 218)—e.g. as shown in FIG. 2C. Shock absorption means 216 may beconnected at its first end 216 a to sliding member 212 and at its secondend 216 b to rail 214. In some embodiments, shock absorption means 216may be connected to sliding member 212 by one or more pins 217 that maybe adapted to slide within corresponding one or more slots 214 a incorresponding one or more lateral surfaces of rail 214 (e.g., as shownin FIG. 2C).

In some embodiments, slot(s) 214 a and pin(s) 217 may be sealed by, forexample, flexible sleeve. The sealing thereof may, for example, preventan ingress of dust and/or other contaminants into rail 214.

In some embodiments, suspension unit 210 may include roller bearings 213(e.g., as shown in FIG. 2D). Roller bearings 213 may be located betweensliding member 212 and rail 214 of suspension unit 210. Roller bearings213 may enable rolling/relative linear motion of sliding member 212 onrail 214.

In some embodiments, sliding member 212 may include one or more cavities212 a on at least some of inner lateral surfaces thereof (e.g., as shownin FIG. 2D). Each of cavity(s) 212 a may be adapted to accommodate oneof roller bearings 213.

In some embodiments, suspension unit 210 may include bearing adjustingpins 219. Bearing adjusting pins 219 may be adapted to be screwed intocavities 212 a that may accommodate roller bearings 213. The shape ofbearing adjusting pins 219 and/or the measure of screwing of bearingadjusting pins 219 into cavities 212 a may be adapted to dictate theposition/alignment of roller bearings 213 within cavities 212 a ofsliding member 212 with respect to the rail. In this manner, the preloadof each of roller bearings 213 may be adjusted during the installationof suspension unit 210 and/or fabrication misalignments of suspensionunit 210 may be compensated.

In various embodiments, at least one of: the shape of the transversecross-sectional profile of suspension unit 210, the material ofsuspension unit 210, type and/or number and/or location of bearings 213within suspension unit 210 may be selected to withstand the specifiedregime of forces expected to be applied onto suspension unit 210.

In various embodiments, suspension unit 210 may be installed with azero-camber angle or with a predetermined camber angle that is not zero.In some embodiments, suspension unit 210 may be installed with a dynamiccamber angle capability.

In some embodiments, sliding member 212 may act as a sub-frame forconnecting suspension unit 210 to reference frame 80. In someembodiments, coupling of the sub-frame (e.g., sliding member 212) toreference frame 80 may be by 4 or less fasteners (e.g., bolts, pins,latches, etc.).

In some embodiments, a steering axis of a wheel may be defined away oflongitudinal axis 211 of suspension unit (e.g., being an axis ofmovement of sliding element 212 with respect to rail 214). For example,a steering axis that is away of longitudinal axis 211 may require asteering unit, e.g., other than suspension unit 210. In someembodiments, a wheel assembled into suspension unit 210 may be notsteerable (e.g., without a need in a steering unit).

The following illustrations and description depict examples for anin-wheel system that implements a sliding pillar suspension unit (e.g.,such as suspension units 110, 210 described hereinabove) and at leastone of steering unit and a traction unit. Each of the in-wheel systemsmay be implemented using any embodiment of the sliding pillar suspensionunit, any embodiment of the steering unit and any embodiment of thetraction unit (and/or any combination thereof) described above and/orbelow according to the in-wheel system's specifications, underconstraints resulting from manufacturing issues but not from conceptualissues.

Reference is now made to FIG. 3A, which is a schematic illustration ofan in-wheel system 300 with suspension and steering capabilities,according to some embodiments of the invention.

Reference is also made to FIGS. 3B and 3C, which are schematicillustrations of an in-wheel system 300 with suspension and steeringcapabilities and of a wheel 90 assembled into in-wheel system 300,according to some embodiments of the invention.

In some embodiments, in-wheel system 300 may include a suspension unit310 and a steering unit 320.

In some embodiments, suspension unit 310 may be adapted to be connectedto a reference frame 80 of a vehicle. Reference frame 80 may be, forexample, a chassis of the vehicle. Suspension unit 310 may be similarto, for example, suspension unit 110 and/or suspension unit 210described hereinabove.

Suspension unit 310 may be adapted to damp and absorb shocks and motionsresulting from, for example, bumps or potholes in the road. Suspensionunit 310 may be further adapted to withstand lateral forces appliedthereon (e.g., forces in longitudinal and/or side directions of thevehicle). Suspension unit 310 may be further adapted to support a weightof the vehicle along a longitudinal axis 311 (or substantially along alongitudinal axis 311) thereof (e.g., wherein longitudinal axis 311 isparallel, or substantially parallel to a vertical axis of the vehicle).

In some embodiments, suspension unit 310 may be adapted to be connectedto reference frame 80 such that longitudinal axis 311 of suspension unit310 is perpendicular (or substantially perpendicular) to the groundsurface/road on which the wheel may turn (e.g., such that longitudinalaxis 311 is parallel or substantially parallel to the vertical axis ofthe vehicle). In some embodiments, suspension unit 310 may be adapted tobe connected to reference frame 80 such that longitudinal axis 311 ofsuspension unit 310 is perpendicular (or substantially perpendicular) toa wheel rotation axis (e.g., axis 325 described hereinbelow) about whichwheel 90 may rotate when wheel 90 is assembled into in-wheel system 300.

Suspension unit 310 may include a sliding member 312 and a rail 314. Insome embodiments, sliding member 312 may be adapted to be connected toreference frame 80 of the vehicle and rail 314 may be adapted to beconnected to wheel 90. In some embodiments, rail 314 may be adapted tobe connected to reference frame 80 of the vehicle and sliding member 312may be adapted to be connected to wheel 90. Sliding member 312 may beadapted to linearly slide on rail 314. A longitudinal axis of rail 314may coincide with longitudinal axis 311 of suspension unit 310.

Connection of rail 314 to wheel 90 (e.g., which is an un-sprung mass)and of sliding member 312 to reference frame 80 of the vehicle (e.g.,which is a sprung mass) may enable to maximize a travel of slidingmember 312 along rail 314. For example, in embodiments of FIGS. 3A and3B, sliding member 312 may potentially slide along an entire length ofrail 314. In this manner, suspension unit 310 may, for example, enableto minimize forces transferred to reference frame 80 of the vehicle andto maximize a comfort of the passengers in the vehicle.

Suspension unit 310 may include a shock absorption means 316 andspringing means 318. Shock absorption means 316 may, for example,include a telescopic shock absorber (e.g., damper). Springing means 318may, for example, include a spring.

In some embodiments, shock absorption means 316 and springing means 318may be mounted within rail 314. Shock absorption means 316 may beconnected to sliding member 312 and to rail 314 while enabling slidingof sliding member 312 on rail 314. Shock absorption means 316 may beadapted to damp and absorb shocks and motions resulting from, forexample, bumps or potholes in the road, e.g., by means of converting therelative movement of sliding member 312 with respect to rail 314 intoenergy that is dampened and/or absorbed/dissipated in the damping means.

Springing means 318 may be adapted to support a weight of the vehiclealong longitudinal axis 311 (or substantially along longitudinal axis311) of suspension unit 310, e.g. by changing a length of springingmeans 318 and introducing supporting forces (e.g., a preload force)between sliding member 312 and rail 314.

In some embodiments, rail 314 may be at least partially curved and mayconstruct a curved longitudinal axis 311. Curved longitudinal axis 311may, for example, allow dynamic behavior of wheel 90, with an arcuatevertical travel.

In some embodiments, suspension unit 310 may be adapted to be locatedexternal to a rim 92 of a wheel 90 of the vehicle and adjacent thereto(e.g., as shown in FIG. 3B). In other embodiments, at least a portionsuspension unit 310 may be located within rim 92 of wheel 90. Ingeneral, a protrusion distance to which suspension unit 310 may protrudefrom rim 92 of wheel 90 may be dictated by size and location of steeringunit 320 and/or by dimensions (e.g., length, diameter) of shockabsorption means 316 and springing means 318, which in turn may bedictated by an application of suspension system 300. For example, theprotruding distance may be no more than 25% of a diameter of rim 92.

It is noted that suspension unit 310 may include other elements as well,for example in addition to or instead of the spring-loaded telescopicdamper as shown in FIGS. 3A, 3B and 3C. For example, suspension unit 310may include pneumatic spring, rotary damper and the like.

In various embodiments, a length of suspension unit 310 (e.g., alonglongitudinal axis 311 thereof) may be smaller than a diameter of wheel90 or rim 92 thereof. In some embodiments, the length of suspension unit310 may be set to fit within a variety of rim diameters.

In some embodiments, steering unit 320 may include two pivoting members322 (e.g., a first pivoting member 322 a and a second pivoting member322 b) and a steering mechanism interface 326.

In some embodiments, in-wheel system 300 may include a wheel interface324. Wheel interface 324 may be adapted to rotatably support wheel 90 ofthe vehicle. For example, in-wheel system 300 may include a wheel hub324 a rotatably supported by wheel interface 324, wherein wheel hub 324a may be adapted to be connect to wheel 90 when wheel 90 is assembledinto in-wheel system 300.

Pivoting members 322 may be connected to suspension unit 310 (e.g.,using one or more connectors 321). For example, pivoting members 322 maybe connected to rail 314 of linear shock absorbing mechanism 310.Pivoting members 322 may define a steering axis 323 about which wheelinterface 324 may turn.

Wheel interface 324 may be rotatably connected to pivoting members 322and adapted to be connected to wheel 90 of the vehicle. For example,wheel interface 324 may include a wheel hub 324 a adapted to beconnected to wheel 90 (e.g., as shown in FIG. 3B). Wheel interface 324may be adapted to be turned about steering axis 323 by pivoting members322. In some embodiments, wheel interface 324 may be adapted to enablerotation of wheel hub 324 about an axis 325 that is perpendicular orsubstantially to longitudinal axis 311 of suspension unit 310.

Steering mechanism interface 326 may be connected to at least one ofpivoting members 322. For example, steering mechanism interface 326 maybe connected to second pivoting member 322 b (e.g., as shown in FIGS. 3Aand 3B). Steering mechanism interface 326 may be adapted to be connectedto a steering mechanism. Steering mechanism interface 326 may be adaptedto pivot pivoting members 322 connected thereto and thereby to turnwheel interface 324 (by means of pivoting members 312) with respect tosuspension unit 310 (e.g., with respect to rail 314) and about steeringaxis 323.

In various embodiments, the steering mechanism may be any ofconventional steering linkage mechanisms (such as rack and pinion,pitman arm, etc.) or any of mechanoelectrical steering mechanisms. Theentire steering mechanism is not shown in FIGS. 3A and 3B. However, someembodiments of the steering mechanism are described below with respectto FIGS. 4I, 4J, 4K, 4L and 4M.

In some embodiments, as shown in example in FIG. 3C, longitudinal axis311 of suspension unit 310 may coincide (or substantially coincide) witha steering axis 323 defined by a steering unit. In some embodiments,entire (or substantially entire, or a major part of) suspension unit 310may be shaped to be located within rim 92 of wheel 90, whereinlongitudinal axis 311 of suspension unit 310 coincides with steeringaxis 323.

In some embodiments, longitudinal axis 311 of suspension unit 310 andsteering axis 323 are both inclined with respect a vertical dimension ofthe reference frame. In some embodiments, longitudinal axis 311 ofsuspension unit 310 and of steering axis 323 are parallel to each otherand are both inclined with respect a vertical dimension of the referenceframe. In the embodiment depicted in FIG. 3C the longitudinal axis 311of suspension unit 310 and steering axis 323 are inclined at the sameangle with respect a vertical dimension of the reference frame by acamber angle CA. In some embodiments, suspension unit 310 may be adaptedto have longitudinal axis 311 that coincides with steering King-Pin(KPI). In some embodiments, the KPI may be dynamic and suspension unit310 may be adapted to have longitudinal axis 311 tracking the KPI.

Reference is now made to FIG. 3D, which is a schematic illustration of afirst embodiment of an in-wheel system 300 with traction capabilities,according to some embodiments of the invention.

In some embodiments, in-wheel system 300 may include a traction unit340. Traction unit 340 may include a traction motor 342. Traction motor342 may be disposed between, for example, suspension unit 310 and wheelinterface 324. In some embodiments, traction motor 342 is connected tosuspension unit 310. For example, traction motor 342 may be connected tosliding member 312. In some embodiments, traction motor 342 is connectedto wheel interface 324. Traction unit 340 may include a shaft 344. Shaft344 may extend between traction motor 342 and wheel hub 324 a andconfigured to rotate wheel hub 324 in response to rotations of tractionmotor 342.

Reference is now made to FIG. 4A, which is a schematic illustration ofan embodiment of an in-wheel system 400 with suspension and steeringcapabilities, according to some embodiments of the invention.

In some embodiments, suspension system 400 may include a suspension unit410 and a steering unit 420. For example, suspension system 400,suspension unit 410 and steering unit 420 may be such as suspensionsystem 300, suspension unit 310 and steering unit 320, respectively, asdescribed above with respect to FIGS. 3A, 3B and 3C.

In some embodiments, suspension system 400 may include a steeringmechanism 430. Steering mechanism 430 may be interfaceable with steeringunit 420 and may be adapted to operate steering unit 420. Someembodiments of steering mechanism 430 are described below with respectto FIGS. 4I, 4J, 4K, 4L and 4M. In some other embodiments, steering unit420 may include a steering linkage coupled to steering mechanism 430. Insome embodiments, the steering linkage may include a steering rod (e.g.,tie rod) coupled to steering mechanism 430.

Reference is now made to FIGS. 4B, 4C, 4D and 4E, which are schematicillustrations of a suspension unit 410 for a second embodiment of anin-wheel system 400 with suspension and steering capabilities, accordingto some embodiments of the invention.

FIGS. 4B, 4C and 4E show different perspective views of suspension unit410 and FIG. 4D shows a longitudinal cross-sectional view of suspensionunit 410.

In some embodiments, suspension unit 410 may include a sliding member412 and a rail 414. For example, sliding member 412 and rail 414 may besuch as sliding member 312 and rail 314, respectively, as describedabove with respect to FIGS. 3A, 3B and 3C.

In some embodiments, suspension unit 410 may be adapted to be connectedto reference frame 80 such that a longitudinal axis 411 of suspensionunit 410 is perpendicular (or substantially perpendicular) to the groundsurface/the road. A longitudinal axis of rail 414 may coincide withlongitudinal axis 411 of suspension unit 410. In some embodiments,suspension unit 410 may be adapted to be connected to reference frame 80such that longitudinal axis 411 of suspension unit 410 is perpendicular(or substantially perpendicular) to a wheel/wheel hub rotation axis(e.g., axis 425 described hereinbelow) about which wheel 90 may rotatewhen wheel 90 is assembled into in-wheel system 400.

In some embodiments, suspension unit 410 may be adapted to withstand aspecified regime of forces that are expected to be applied ontosuspension system 400/suspension unit 410. Such forces may, for example,include lateral forces, e.g. forces in directions that are perpendicularto longitudinal axis 411 of suspension unit 410.

In some embodiments, a shape of transverse cross-sectional profiles ofsliding element 412 and of rail 414 of suspension unit 410 may beselected to withstand the specified regime of forces. In general, thetransverse cross-sectional profiles of sliding element 412 and of rail414 may have any polygonal shape. The shape of the transversecross-sectional profile of sliding element 412 and of rail 414 may beselected to, for example, withstand the specified regime of forcesexpected to be applied onto suspension system 400/suspension unit 410.

For example, sliding element 412 and rail 414 may have hexagonal orpentagonal shape of transverse cross-sectional profiles to withstandforces from various directions that are perpendicular to longitudinalaxis 411 of suspension unit 410 (e.g., as shown in FIGS. 4B and 4C) orrotational forces acting about longitudinal axis of the suspension unit410, while enabling free sliding of sliding element 412 along rail 414.

In another example, sliding element 412 and rail 414 may have squareshape of transverse cross-sectional profiles to withstand forces frommain directions that are perpendicular to longitudinal axis 411 (e.g.,applied from a front-rear direction and a side-side direction of thevehicle).

In some embodiments, the shape of transverse cross-sectional profiles ofsliding element 412 and rail 414 may be asymmetric about longitudinalaxis 411 of suspension unit 410 to withstand forces from variousdirections that are perpendicular to longitudinal axis 411, according tothe predetermined specifications.

In some embodiments, the shape of transverse cross-sectional profiles ofsliding element 412 and rail 414 may be selected to prevent a rotationof sliding element 412 and of rail 414 with respect to each other aboutlongitudinal axis 411 of suspension unit 410.

In some embodiments, suspension unit 410 may include a shock absorptionmeans 416 and a springing means 418. For example, shock absorption means416 and springing means 418 may be such as shock absorption means 316and springing means 318, respectively, described above with respect toFIGS. 3A, 3B and 3C.

In some embodiments, suspension unit 410 may include a telescopic damper(e.g., shock absorption means 416) loaded with a spring (e.g., springingmeans 418)—e.g., as shown in FIG. 4D. Shock absorption means 416 may beconnected at its first end 416 a to sliding member 412 and at its secondend 416 b to rail 414. In some embodiments, shock absorption means 416may be connected to sliding member 412 by one or more pins 417 that maybe adapted to slide within corresponding one or more slots 414 a incorresponding one or more lateral surfaces of rail 414 (e.g., as shownin FIG. 4D).

In some embodiments, slot(s) 414 a and pin(s) 417 may be sealed by, forexample, flexible sleeve. The sealing thereof may, for example, preventan ingress of dust and/or other contaminants into rail 414.

In some embodiments, suspension unit 410 may include roller bearings 413(e.g., as shown in FIG. 4E). Roller bearings 413 may be located betweensliding member 413 and rail 414 of suspension unit 410. Roller bearings413 may enable rolling/relative linear motion of sliding member 412 onrail 414.

In some embodiments, sliding member 412 may include one or more cavities414 a on at least some of inner lateral surfaces thereof (e.g., as shownin FIG. 4E). Each of cavity(s) 414 a may be adapted to accommodate oneof roller bearings 413.

In some embodiments, suspension unit 410 may include bearing adjustingpins 419. Bearing adjusting pins 419 may be adapted to be screwed intocavities 414 a that may accommodate roller bearings 413. The shape ofbearing adjusting pins 419 and/or the measure of screwing of bearingadjusting pins 419 into cavities 414 a may be adapted to dictate theposition/alignment of roller bearings 413 within cavities 414 a ofsliding member 412 with respect to the rail. In this manner, the preloadof each of roller bearings 413 may be adjusted during the installationof suspension unit 410 and/or fabrication misalignments of suspensionunit 410 may be compensated.

In various embodiments, at least one of: the shape of the transversecross-sectional profile of suspension unit 410, the material ofsuspension unit 410, type and/or number and/or location of bearings 413within suspension unit 410 may be selected to withstand the specifiedregime of forces expected to be applied onto suspension system400/suspension unit 410.

In various embodiments, suspension unit 410 may be installed with azero-camber angle or with a predetermined camber angle that is not zero.In some embodiments, suspension unit 410 may be installed with a dynamiccamber angle capability.

In some embodiments, sliding member 412 may act as a sub-frame forconnecting suspension system 400 to reference frame 80. In someembodiments, the sub-frame (e.g., sliding member 412) may be coupled toreference frame 80 by four (4) or less fasteners (e.g., bolts, pins,latches).

In some embodiments, a steering axis (e.g., steering axis 423 describedbelow) of a wheel may be defined away of longitudinal axis 411 ofsuspension unit (e.g., being an axis of movement of sliding element 412with respect to rail 414). For example, a steering axis that is away oflongitudinal axis 411 may require a steering unit (e.g., steering unit420 described below), e.g., other than suspension unit 410. In someembodiments, a wheel assembled into suspension unit 410 may be notsteerable (e.g., without a need in a steering unit).

Reference is now made to FIGS. 4F, 4G and 4H, which are schematicillustrations of a steering unit 420 for a second embodiment of anin-wheel system 400 with suspension and steering capabilities, accordingto some embodiments of the invention.

FIGS. 4F and 4G show different perspective views and FIG. 4H shows alongitudinal cross-sectional view of steering unit 420.

In some embodiments, steering unit 420 may include pivoting members 422and a steering mechanism interrace 426. For example, pivoting members422 and steering mechanism interface 426 may be such as pivoting members322 and steering mechanism interface 326, respectively, as describedabove with respect to FIGS. 3A, 3B and 3C.

In some embodiments, in-wheel system 400 may include a wheel interface424. Wheel interface 424 may be adapted to rotatably support wheel 90 ofthe vehicle. For example, in-wheel system 400 may include a wheel hub424 a rotatably supported by wheel interface 424, wherein wheel hub 424a may be adapted to be connect to wheel 90 when wheel 90 is assembledinto in-wheel system 400.

In some embodiments, pivoting members 422 may include a first pivotingmember 424 a and a second pivoting member 424 b (e.g., as shown in FIG.4H). Pivoting members 422 may define a steering axis 423 (e.g.,imaginary axis) about which wheel interface 424 may turn to steer.

Pivoting members 422 may be connected to suspension unit 410. In someembodiments, pivoting members 422 may be pivotally supported withinpivoting member supports 427, wherein pivoting members supports 427 maybe connected to suspension unit 410. For example, first pivoting member424 a may be supported within a first pivoting member support 427 a andsecond pivoting member 424 b may be supported within a second pivotingmember support 427 b (e.g., as shown in FIG. 4H).

Wheel interface 424 may be connected to pivoting members 422 and mayinclude a wheel hub 424 a, wherein wheel hub 424 a may be adapted to beconnected to a wheel 90 of the vehicle. Wheel interface 424 may beadapted to be turned about steering axis 423 by pivoting members 422.Wheel interface 424 may enable a rotation of wheel hub 424 a about anaxis 425 that is perpendicular to longitudinal axis 411 of suspensionunit 410. Longitudinal axis 411 not shown in FIGS. 4F-4H for sake ofclarity.

Steering mechanism interface 426 may be connected to at least one ofpivoting members 422. For example, steering mechanism interface 426 maybe connected to second pivoting member 424 b supported within secondpivoting member support 427 b (e.g., as shown in FIG. 4H). Steeringmechanism interface 426 may be adapted to pivot/turn pivoting members422 and thereby to turn wheel interface 424 connected thereto withrespect to suspension unit 410 (e.g., with respect to rail 414) andabout steering axis 423.

Steering axis 423 (e.g., imaginary steering axis) defined by pivotingmembers 420 of steering unit may be independent and/or separated fromsuspension unit 410 (or longitudinal axis 411 thereof). This may, forexample, allow providing a wide range of possible inclinations ofsteering axis 423 with respect to a vertical axis of wheel 90 and/orallow adjusting of the inclination thereof according to predeterminedspecifications (e.g., scrub radius, caster angle, camber angle, etc.).

Reference is now made to FIGS. 4I, 4J, 4K, 4L and 4M, which areschematic illustrations of a steering mechanism 430 for an embodiment ofan in-wheel system 400 with suspension and steering capabilities,according to embodiments of the invention.

In some embodiments, steering mechanism 430 may include a steering motor432, a steering rod 434, and a worm gear 436.

In some embodiments, steering motor 432 may be connected to slidingmember 412 of suspension unit 410. Since sliding member 412 may be, forexample, a sprung mass, steering motor 432 may be subjected to lessvibrations and/or shocks (as would be if connected to un-sprung mass,for example rail 414), which may contribute to safety, performance andlife-time of motor 432 and the entire suspension system 400.

In some embodiments, steering rod 434 may be parallel to longitudinalaxis 411 of suspension unit 410 and may be connected to steering motor432 using, for example, a first gear assembly 433.

In some embodiments, steering mechanism 430 may include a housing 431.Housing 431 may be adapted to support and at least partly accommodatesteering motor 431 and first gear assembly 433. Housing 431 may beconnected to sliding member 412 of suspension unit 410.

Steering rod 434 and first gear assembly 433 may be adapted to enablesliding of first gear assembly 433 along steering rod 434 when slidingmember 412 slides on rail 414, while transmitting rotational/turningmotions generated by steering motor 432 to steering rod 434. Forexample, steering rod 434 may include one or more protrusions 434 a on alateral surface and along a length thereof and a gear of first gearassembly 433 that is connected to steering rod 434 may includecorresponding indents. Protrusions 434 a of steering rod 434 and theindents of the gear thereof may prevent relative rotation of the gearwith respect to steering rod 434.

In some embodiments, worm gear 436 may be perpendicular to steering rod434 and may be connected to steering rod 434 using, for example, asecond gear assembly 435. Second gear assembly 435 may transmitrotational/turning motions of steering rod 434 (e.g., transmittedthereto from steering motor 432 by first gearing assembly 433) to wormgear 436. In some embodiments, second gear assembly 435 and at least aportion of worm gear 436 may be accommodated within a second housing437.

Worm gear 436 may be interfaceable with steering mechanism interface 426connected to pivoting members 422 (e.g., to second pivoting member 424B)of steering unit 420. In embodiments of FIGS. 4I-4M, steering mechanisminterface 426 of steering unit 426 may include a gear.

Accordingly, rotational/turning motions of worm gear 436 (e.g.,transmitted thereto from steering rod 434 by second gearing assembly435) may be transmitted to pivoting members 420 by steering mechanisminterface 426, which in turn may result in turning of wheel interface424 of steering unit 420 with respect to suspension unit 410 and aboutsteering axis 423 defined by pivoting members 422 of steering unit 420(e.g., as described above with respect to FIGS. 4F, 4G and 4H).

As steering rod 434 and first gear assembly 433 may be adapted to enablesliding of first gear assembly 433 on steering rod 434 while yettransmitting rotational/turning motions generated by steering motor 432to steering rod 434 (e.g., as described above), both suspension unit 410and steering unit 420 of suspension system 400 may operatesimultaneously and independent from each other.

In some embodiments, steering rod 434 may be at least partially curved.This may, for example, provide an arcuate movement of first gearassembly 433 along steering rod 434 when sliding member 412 slides onrail 414. The arcuate movement thereof may, for example, allow a dynamicbehavior of wheel 90, with an arcuate vertical travel thereof. In someembodiments, rail 414 may be arcuate (e.g., such as steering rod 434).

In some embodiments, a shock absorber may be mounted on rod 434. Forexample, the shock absorber may be mounted between first gear assembly433 and second gear assembly 435. The shock absorber may reduce the loadand/or shock impact between first gear assembly 433 and second gearassemblies 435. The shock absorber may keep a distance between the firstgear assembly 433 and second gear assembly 435, for example, whensteering unit 420 is at least partially disconnected of a suspensionunit 410. In some embodiments, the shock absorber may be a longitudinalresilient sleeve. In some embodiments, the shock absorber may be alongitudinal spring. In some embodiments, the shock absorber may bepre-loaded.

In various embodiments, worm gear 436 and/or steering mechanisminterface 426 may be adapted to form a self-locking gear mechanism(e.g., based on a type and a transmission ratio of worm gear436—steering mechanism interface 426 complex). In other embodiments,second gear assembly 435 may include a gear-unlock assembly. Thegear-unlock assembly may disable self-locking of steering mechanism 430.In some embodiments, the gear-unlock assembly may include one or moreof: bearing, clutch, and ratchet like gears.

In some embodiments, steering mechanism 430 may be a steering-by-wireunit (e.g., capable of being controlled by electronical means).

It is noted that other embodiments of steering mechanism 430 may beused.

In some embodiments, steering mechanism 430 may include a belt drive, adirect drive, a chain drive or any suitable type of gear (e.g.planetary/worm/bevel/helical/etc.) instead of worm gear 436. Theactuator that provides the steering force may be an electric motor, ahydraulic motor, a pneumatic motor, torque produced by another torquesource and that is transferred to the steering assembly. In someembodiments the steering torque may be received from the steering wheelvia, for example, steering rack.

Reference is now made to FIGS. 5A, 5B, 5C, 5D, 5E and 5F, which areschematic illustrations of an embodiment of an in-wheel system 400 withsuspension and steering capabilities and of a wheel 90 assembled intoin-wheel system 400, according to some embodiments of the invention.

FIG. 5A shows a perspective view of system 400 and wheel 90.

Illustrations 500 a and 500 b in FIG. 5B show front view andlongitudinal cross-sectional view, respectively, of system 400 and wheel90.

FIG. 5C shows perspective views of system 400 and wheel 90.Illustrations 500 c and 500 d in FIG. 5C show suspension unit 410 inuncompressed and compressed states, respectively.

FIG. 5D shows front cross-sectional views of system 400 and wheel 90.Illustrations 500 e and 500 f in FIG. 5D show suspension unit 410 inuncompressed and compressed states, respectively.

FIG. 5E shows transverse cross-sectional views of system 400 and rightwheel 90 of the vehicle. Illustration 500 g and 500 h show left turn andright turn of system 400 and wheel 90, respectively.

FIG. 5F shows a side view of system 400 and wheel 90.

In some embodiments, suspension system 400 may be designed such thatmost of the system is adapted to be located within rim 92 of wheel 90.

For example, steering unit 420, at least a portion of suspension unit410 and most elements of steering mechanism 430 may be adapted to belocated within rim 92 of wheel 90, while only some portion of suspensionunit 410 and steering motor 432 of steering mechanism 430 may be locatedexternal and adjacent to rim 92. For example, 90%-100% of a volume ofsteering unit 420 and/or 70%-100% of a volume of steering mechanism 430may be locate within rim 92 of wheel 90.

In some embodiments, suspension system 400 may include a braking unit440 (e.g., as shown in FIG. 5F). In some embodiments, braking unit 440may be brake-by-wire unit (e.g., capable of being controlled byelectronical means).

In some embodiments, braking unit 440 may include a brake actuator. Thebrake actuator may be coupled to, for example, wheel interface 424. Insome embodiments, braking unit 440 may include one or more additionalbrake modules. The additional brake module(s) may, for example, includea brake controller and/or brake fluid reservoir. The brake fluidreservoir may be, for example, coupled to an outer surface of slidingmember 412 of suspension unit 410. For example, at least one outersurface of sliding member 412 may be flat and configured to enableconnection of, for example, the brake fluid reservoir thereto.

Advantageously, adapting the entire steering unit 420 and most ofsteering mechanism 430 to be located within rim 92 of wheel 90 mayenable to significantly reduce the space occupied by the system ascompared to current suspension and steering systems used nowadays inmost of vehicles and thus may, for example, allow to significantlyreduce the size of the passengers' compartment of the vehicle.

Furthermore, connecting rail 414 to wheel 90 (e.g., which is anun-sprung mass) and sliding element 412 to reference frame 80 of thevehicle (e.g., which is a sprung mass) may enable to maximize a travelof sliding member 412 along rail 414 and thereby, for example, tominimize forces transferred to reference frame 80 of the vehicle and tomaximize a comfort of the passengers in the vehicle (e.g., as describedabove with respect to FIGS. 5A, 5B and 5C and FIGS. 4B, 4C, 4D and 4E).Limiting the protrusion of suspension unit 410 from rim 92 of wheel mayyet allow to keep suspension system 400 compact (as compared to currentsuspension and steering systems).

Furthermore, separating steering unit 420 from suspension unit 410 mayallow to provide a wide range of possible inclinations of steering axis423 (defined by pivoting members 422 of steering unit 420) with respectto a vertical axis of wheel 90 and/or allow to adjust the inclinationsthereof according to predetermined specifications (e.g., scrub radius,caster angle, camber angle, etc.)—e.g., as described above with respectto FIGS. 4F, 4G and 4H.

Furthermore, suspension unit 410 of suspension system 400 may withstandhigher lateral forces as compared to current suspension units, forexample due to specific shapes of transverse cross-sectional profilesthereof (e.g., as described above with respect to FIGS. 4B, 4C, 4D and4E).

Furthermore, some embodiments of suspensions system 400 may takeadvantages of drive-by-wire technology (e.g., steer-by-wire steeringmechanism 430 as described above with respect to FIGS. 4I, 4J, 4K, 4L,4M and brake-by-wire braking unit 440 as described above with respect toFIG. 5F)

Reference is now made to FIGS. 6A, 6B and 6C, which are schematicillustrations of embodiments of in-wheel system 600 with suspension andsteering capabilities and of a wheel 90 assembled into in-wheel system600, according to some embodiments of the invention.

In-wheel system 600 may include a suspension unit 610. Suspension unit610 may be similar to suspension unit 110, 210, 310 and 410 describedhereinabove. In some embodiments, suspension unit 610 may include asliding member 612, a rail 614 and a shock absorption and springingmeans. For example, the shock absorption and springing means may bedisposed in rail 614 (e.g., as described hereinabove).

In some embodiments, suspension unit 610 may be adapted to be connectedto reference frame 80 such that longitudinal axis 611 of suspension unit610 is perpendicular (or substantially perpendicular) to the groundsurface/road on which the wheel may turn (e.g., such that longitudinalaxis 611 is parallel or substantially parallel to the vertical axis ofthe vehicle). A longitudinal axis of rail 614 may coincide withlongitudinal axis 611 of suspension unit 610. In some embodiments,suspension unit 610 may be adapted to be connected to reference frame 80such that longitudinal axis 611 of suspension unit 610 is perpendicular(or substantially perpendicular) to a wheel/wheel hub rotation axis(e.g., an axis 625) about which wheel 90 may rotate when wheel 90 isassembled into in-wheel system 600.

In some embodiments, sliding member 612 may be adapted to be connectedto reference frame 80 of the vehicle and rail 614 may be adapted to beconnected to wheel 90 (e.g., as shown in FIGS. 6A, 6B and 6C).

In-wheel system 600 may include a steering unit 620. In someembodiments, steering unit 620 may include at least one pair of arms622. In some embodiments, in-wheel system 600 may include a wheelinterface 624.

In some embodiments, rail 614 may be adapted to be connected to wheel 90by coupling at least one pair of arms 622 to wheel interface 624. Pairof arms 622 may include a first arm 622 a having a first end 622 aa anda second end 622 ab and a second arm 622 b having a first end 622 ba anda second end 622 bb. First end 622 aa of first arm 622 a and first end622 ba of second arm 622 b may be rotatably connected to wheel interface624. Second end 622 ab of first arm 622 a and second end 622 bb ofsecond arm 622 b may be adapted to be rotatably connected to suspensionunit 610. In some embodiments, first arm 622 a and second arm 622 b maybe pivotally connected to rail 612 of suspension unit 610 (e.g., asshown in FIGS. 6A, 6B and 6C).

In some embodiments, first arm 622 a and second arm 622 b may be setacross each other and define a dynamic steering axis 623 (e.g., virtualdynamic steering axis) at a virtual intersection therebetween such thatdynamic steering axis 623 may move with respect to suspension unit 610when wheel interface 624 changes its steering angle relative tosuspension unit 610 (e.g., as shown in FIG. 6C). In general, themovement of dynamic steering axis 623 may be dictated by the length offirst arm 622 a and second arm 622 b and the location of the rotatableconnections of first arm 622 a and second arm 622 b to suspension unit610 and/or wheel interface 624. In this manner, the protrusion of wheel90 into a cabin of the vehicle may be significantly reduced as comparedto suspension systems having stationary steering axis.

Reference is now made to FIGS. 7A, 7B and 7C, which are schematicillustrations of embodiments of in-wheel system 700 with suspension andsteering capabilities and of a wheel 90 assembled into in-wheel system700, according to some embodiments of the invention.

In-wheel system 700 may include a suspension unit 710. Suspension unit710 may be similar to suspension unit 110, 210, 310, 410 and 610described hereinabove. In some embodiments, suspension unit 710 mayinclude a sliding member 712, a rail 714 and a shock absorption andspringing means. For example, the shock absorption and springing meansmay be disposed in rail 714 (e.g., as described hereinabove).

In some embodiments, suspension unit 710 may be adapted to be connectedto reference frame 80 such that longitudinal axis 711 of suspension unit710 is perpendicular (or substantially perpendicular) to the groundsurface/road on which the wheel may turn (e.g., such that longitudinalaxis 711 is parallel or substantially parallel to the vertical axis ofthe vehicle). A longitudinal axis of rail 714 may coincide withlongitudinal axis 711 of suspension unit 710. In some embodiments,suspension unit 710 may be adapted to be connected to reference frame 80such that longitudinal axis 711 of suspension unit 710 is perpendicular(or substantially perpendicular) to a wheel/wheel hub rotation axis(e.g., an axis 725) about which wheel 90 may rotate when wheel 90 isassembled into in-wheel system 700.

In some embodiments, rail 714 may be adapted to be connected toreference frame 80 of the vehicle and sliding member 712 may be adaptedto be connected to wheel 90 (e.g., as shown in FIGS. 7A, 7B and 7C).

In-wheel system 700 may include a steering unit 720. In someembodiments, steering unit 720 may include at least one pair of arms722. In some embodiments, in-wheel systems 700 may include a wheelinterface 724.

In some embodiments, sliding member 712 may be adapted to be connectedto wheel 90 by coupling at least one pair of arms 722 to wheel interface724. Pair of arms 722 may include a first arm 722 a having a first end722 aa and a second end 722 ab and a second arm 722 b having a first end722 ba and a second end 722 bb. First end 722 aa of first arm 722 a andfirst end 722 ba of second arm 722 b may be rotatably connected to wheelinterface 724. Second end 722 ab of first arm 722 a and second end 722bb of second arm 722 b may be adapted to be rotatably connected tosuspension unit 710. In some embodiments, such as in system 700, firstarm 722 a and second arm 722 b may be pivotally connected to slidingmember 714 of suspension unit 710 (e.g., as shown in FIGS. 7A, 7B and7C).

In some embodiments, first arm 722 a and second arm 722 b may be setacross each other and define a dynamic steering axis 723 (e.g., virtualdynamic steering axis) at a virtual intersection therebetween such thatdynamic steering axis 723 may move with respect to suspension unit 710when wheel interface 724 changes its steering angle relative tosuspension unit 710 (e.g., as shown in FIG. 7C). In general, themovement of dynamic steering axis 723 may be dictated by the length offirst arm 722 a and second arm 722 b and the location of the rotatableconnections of first arm 722 a and second arm 722 b to suspension unit710 and/or wheel interface 724. In this manner, the protrusion of wheel90 into a cabin of the vehicle may be significantly reduced as comparedto suspension systems having stationary steering axis.

Reference is now made to FIG. 8, which is a schematic illustration of anembodiment of an in-wheel system 800 with suspension and steeringcapabilities and of a wheel 90 assembled into in-wheel system 800,according to some embodiments of the invention.

In-wheel system 800 may include a suspension unit 810. Suspension unit810 may be similar to suspension unit 110, 210, 310, 410, 610 and 710described hereinabove. In some embodiments, suspension unit 810 mayinclude a sliding member 812, a rail 814 and a shock absorption andspringing means. For example, the shock absorption and springing meansmay be disposed in rail 814 (e.g., as described hereinabove).

In some embodiments, suspension unit 810 may be adapted to be connectedto reference frame 80 such that longitudinal axis 811 of suspension unit810 is perpendicular (or substantially perpendicular) to the groundsurface/road on which the wheel may turn (e.g., such that longitudinalaxis 811 is parallel or substantially parallel to the vertical axis ofthe vehicle). A longitudinal axis of rail 814 may coincide withlongitudinal axis 811 of suspension unit 810. In some embodiments,suspension unit 810 may be adapted to be connected to reference frame 80such that longitudinal axis 811 of suspension unit 810 is perpendicular(or substantially perpendicular) to a wheel/wheel hub rotation axis(e.g., an axis 825) about which wheel 90 may rotate when wheel 90 isassembled into in-wheel system 800.

In some embodiments, sliding member 812 may be adapted to be connectedto reference frame 80 of the vehicle and rail 814 may be adapted to beconnected to wheel 90 (e.g., as shown in FIG. 8). In some embodiments,rail 814 may be adapted to be connected to reference frame 80 of thevehicle and sliding member 812 may be adapted to be connected to wheel90.

In-wheel system 800 may include a steering unit 820. In someembodiments, steering unit 820 may include a frameless motor 822. Insome embodiments, in-wheel system 800 may include a wheel interface 824(and optionally a wheel hub 824 a).

In some embodiments, frameless motor 822 may be coupled to slidingmember 812 of suspension unit 810 and to wheel interface 824 of steeringunit 820. In some embodiments, frameless motor 822 may be disposedbetween sliding member 812 of suspension unit 810 and wheel interface824 of steering unit 820. For example, a stator 822 a of frameless motor822 may be connected to sliding member 812 and wheel interface 824.Rotation of stator 822 a may rotate wheel interface 824 with respect tosliding member 812 of suspension unit 810. In some embodiments, asteering axis 823 defined by steering unit 820 may coincide with therotation axis of a rotor 822 b of frameless motor 822.

Some embodiments of the present invention may provide one of: asuspension unit (e.g., such as suspension unit 110, 210 describedhereinabove) and an in-wheel system (e.g., such as in-wheel system 300,400, 600, 700 and 800 described hereinabove), and a wheel assembledtherein.

Various embodiments of the present invention may provide a vehicleincluding two or more suspension unit (e.g., such as suspension units110, 210 described hereinabove) or two or more in-wheel systems (e.g.,such as in-wheel systems 100, 300, 400, 600, 700, and 800 describedhereinabove). In some embodiments, the vehicle may include two or morewheels 90 assembled into the two or more suspension units or the two ormore in-wheel systems. The vehicle may, for example, be a passenger car,a commercial vehicle, a sport utility vehicle, an electrical car, a van,etc.

In the above description, an embodiment is an example or implementationof the invention. The various appearances of “one embodiment”, “anembodiment”, “certain embodiments” or “some embodiments” do notnecessarily all refer to the same embodiments. Although various featuresof the invention can be described in the context of a single embodiment,the features can also be provided separately or in any suitablecombination. Conversely, although the invention can be described hereinin the context of separate embodiments for clarity, the invention canalso be implemented in a single embodiment. Certain embodiments of theinvention can include features from different embodiments disclosedabove, and certain embodiments can incorporate elements from otherembodiments disclosed above. The disclosure of elements of the inventionin the context of a specific embodiment is not to be taken as limitingtheir use in the specific embodiment alone. Furthermore, it is to beunderstood that the invention can be carried out or practiced in variousways and that the invention can be implemented in certain embodimentsother than the ones outlined in the description above.

The invention is not limited to those diagrams or to the correspondingdescriptions. For example, flow need not move through each illustratedbox or state, or in exactly the same order as illustrated and described.Meanings of technical and scientific terms used herein are to becommonly understood as by one of ordinary skill in the art to which theinvention belongs, unless otherwise defined. While the invention hasbeen described with respect to a limited number of embodiments, theseshould not be construed as limitations on the scope of the invention,but rather as exemplifications of some of the preferred embodiments.Other possible variations, modifications, and applications are alsowithin the scope of the invention. Accordingly, the scope of theinvention should not be limited by what has thus far been described, butby the appended claims and their legal equivalents.

1. A sliding pillar suspension unit, comprising: a rail having alongitudinal axis; a sliding member slidably connected to the rail; andshock absorption and springing means connected at its first end to therail and connected at its second end to the sliding member; wherein therail and the sliding member having transverse cross-sectional profilesthat prevent a rotational movement of the sliding member with respect tothe rail about the longitudinal axis of the rail.
 2. The suspension unitof claim 1, wherein at least a portion of the traverse cross-sectionalprofiles of the rail and the sliding member is a polygonal.
 3. Thesuspension system of claim 1, wherein at least a portion of the traversecross-sectional profiles of the rail and the sliding member isasymmetric about longitudinal axes thereof.
 4. The suspension unit ofclaim 1, comprising roller bearings within cavities on at least some ofinner lateral surfaces of the sliding member.
 5. The suspension unit ofclaim 4, comprising bearing adjusting pins screwable into the cavities,wherein a shape and a measure of screwing of the bearing adjusting pinsinto the cavities dictate at least one of a position and an alignment ofthe roller bearings within the cavities.
 6. The suspension unit of claim1, wherein the shock absorption and springing means comprise aspring-loaded shock absorber.
 7. The suspension of claim 6, wherein thespring-loaded shock absorber is disposed within the rail.
 8. Thesuspension unit of claim 7, wherein the spring-loaded shock absorber isconnected at its first end to the rail and connected at its second tothe sliding member using one or more pins adapted to slide withincorresponding one or more slots on one or more lateral surfaces of therail.
 9. The suspension unit of claim 1, wherein the shock absorptionand springing means are due to a magnetic force generatable between thesliding member and the rail.
 10. The suspension unit of claim 1, whereinthe shock absorption and springing means has a longitudinal axis, whichis substantially parallel to the longitudinal axis of the rail.
 11. Thesuspension unit of claim 1, wherein the shock absorption and springingmeans is located between the rail and the sliding member.
 12. Thesuspension unit of claim 10, wherein the longitudinal axis of the shockabsorption and springing means substantially coincides with thelongitudinal axis of the rail.
 13. The suspension unit of claim 1,wherein the rail is connectable to a wheel of a vehicle and the slidingmember is connectable to a reference frame of a vehicle.
 14. Thesuspension unit of claim 1, wherein the rail is connectable to areference frame of a vehicle and the sliding member is connectable to awheel of a vehicle.
 15. The suspension unit of claim 1, wherein the railis a sprung mass.
 16. The suspension unit of claim 1, wherein thesliding member is a sprung mass.
 17. The suspension unit of claim 1,wherein the longitudinal axis of the rail is curved and the slidingmember slidable on the rail along the curved longitudinal axis.
 18. Thesuspension unit of claim 1, wherein at least a portion of at least oneof the rail and the sliding member are accommodatable within a rim of awheel when a wheel is assembled into the suspension unit.
 19. Thesuspension unit of claim 1, wherein the rail and the sliding member areexternal to a rim of a wheel and adjacent thereto when a wheel isassembled into the suspension unit.
 20. The suspension unit of claim 1,wherein the longitudinal axis of the rail is accommodated within a rimof a wheel when the wheel is assembled into the suspension unit.